Relevant bibliographies by topics / Marine propeller design

Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Marine propeller design'

Author: Grafiati
Published: 4 June 2021
Last updated: 16 February 2022

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Journal articles on the topic "Marine propeller design"

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Andersen, Poul, Jürgen Friesch, Jens J. Kappel, Lars Lundegaard, and Graham Patience. "Development of a Marine Propeller With Nonplanar Lifting Surfaces." Marine Technology and SNAME News 42, no. 03 (2005): 144–58. http://dx.doi.org/10.5957/mt1.2005.42.3.144.

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The principle of nonplanar lifting surfaces is applied to the design of modern aircraft wings to obtain better lift to drag ratios. Whereas a pronounced fin or winglet at the wingtip has been developed for aircraft, the application of the nonplanar principle to marine propellers, dealt with in this paper, has led to the KAPPEL propeller with blades curved toward the suction side integrating the fin or winglet into the propeller blade. The combined theoretical, experimental, and practical approach to develop and design marine propellers with nonplanar lifting surfaces has resulted in propellers with higher efficiency and lower levels of noise and vibration excitation compared to conventional state-of-the-art propellers designed for the same task. Conventional and KAPPEL propellers have been compared for a medium-sized containership and a product tanker. In total, nine KAPPEL propellers and two conventional propellers have been designed, and models of all propellers have been examined with respect to cavitation and efficiency in the open-water and behind conditions. Casting procedures, measurement procedures, and stress analysis methods for the unconventional geometry of the KAPPEL propeller have been developed. Furthermore, the KAPPEL propeller has been applied in full scale to the product carrier investigated. Sea trials with the conventional propeller and the KAPPEL propeller have been performed and have proved an efficiency gain of 4% in favor of the new propeller. The improved efficiency was obtained at lower propeller-induced pressure fluctuations. The correlation between the theoretical, experimental, and full-scale results is discussed.
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Norton, John A., and James W. Elliott. "Current Practices and Future Trends in Marine Propeller Design and Manufacture." Marine Technology and SNAME News 25, no. 02 (1988): 118–28. http://dx.doi.org/10.5957/mt1.1988.25.2.118.

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The demand for propellers of greatly increased efficiency that maximize fuel savings while minimizing both cavitation and propeller-excited vibrations has been driving the development of sophisticated computer programs for current application as well as into the 1990's and beyond. These programs enable the designer to evaluate the effects of geometry details without the necessity for—or at least greatly reduced reliance upon—costly and time-consuming model tests. This paper looks at these new propeller hydrodynamic design processes and examines the challenges faced by manufacturers to produce many different types of propellers that all meet highly exacting tolerance, materials, and performance criteria.
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Sikirica, Ante, Ivana Lučin, Zoran Čarija, and Bože Lučin. "CFD Analysis of Marine Propeller Configurations in Cavitating Conditions." Journal of Maritime & Transportation Science 3, no. 3 (2020): 251–64. http://dx.doi.org/10.18048/2020.00.19.

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Diversely performing propellers as a consequence of design variability are nowadays a commonplace. Fundamental geometric particularities, including size, stipulate performance characteristics, which are usually the only required parameters when deciding on a propeller for specific purpose. With the main focus on the performance, accompanying phenomena, e.g. cavitation, tend to be overlooked. In this paper, propeller configurations in cavitating flow are investigated, with emphasis on real-world performance differences caused by cavitation. Recommended CFD approach is presented with respect to configuration specifics. Available experimental data is used as a baseline for a single propeller, which is then analysed in ducted and tandem configurations with resulting cavitation extents and shape evaluated in the context of current designs.
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Hayati, A. N., S. M. Hashemi, and M. Shams. "A study on the effect of the rake angle on the performance of marine propellers." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 226, no. 4 (2011): 940–55. http://dx.doi.org/10.1177/0954406211418588.

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In this study, the open water performance of three propellers with diverse rake angles was investigated by computational fluid dynamics method. The objective of this study was to find out the influence of the rake angle on the performance of conventional screw propellers. For this purpose, first, the obtained results for three B-series propellers were validated against the empirical results and then by modifying the rake angle, different models were investigated by the same method. Flow characteristics were examined for the models and the evolvement of vortices on different planes around the propeller were compared. The results suggest that in case of conventional screw propellers with linear rake distribution, while the effect of the rake angle on the propeller efficiency is not significant, the augmentation of this parameter improves the propeller thrust, especially at high propeller loads, but at the same time, the required torque increases, which is not desirable for the propeller design process.
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Celik, Fahri, and Mesut Guner. "An Improved Lifting Line Model for the Design of Marine Propellers." Marine Technology and SNAME News 43, no. 02 (2006): 100–113. http://dx.doi.org/10.5957/mt1.2006.43.2.100.

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This paper describes a procedure for the design of marine propellers where more realistic representation of the slipstream shape by the trailing vortex system is taken into account. The slipstream shape behind the propeller is allowed to deform and to align with the direction of local velocity, which is obtained by the sum of the inflow velocity and induced velocities due to the trailing vortices. In classical lifting line approaches, that deformation is neglected. Applications for an autonomous underwater vehicle (AUV) and a fishing vessel are carried out to demonstrate propeller design and the effect of the slipstream contraction. Furthermore, a computational fluid dynamics (CFD) analysis based on the finite volume method and experimental validation of the method are carried out for the propellers. CFD analysis and experimental results are compared with the results obtained from present method.
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Li, Ren, Wen Xiao Zhang, and Hua Yan Li. "Modeling and Simulation of Propeller and Hull System for Marine Propulsion Plant." Advanced Materials Research 383-390 (November 2011): 2121–25. http://dx.doi.org/10.4028/www.scientific.net/amr.383-390.2121.

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Aiming at the complexity of mechanical devices and the polytrope of operating conditions for marine propulsion plant, the modeling and simulation of propeller and dull system are investigated based on MATLAB/Simulink. The simulation model of propeller and dull system is constructed in which the Chebyshev fit expression across four quadrants is given for the propeller. So it becomes practical to express static and dynamic properties of propeller and dull system. A luxury cruises fitted on two engines and two fixed pitch propellers is considered to perform simulation tests. The actual navigation conditions of marine propulsion plant, including starting, parking and reversing etc, are taken into account. The simulation results analysis illustrates the correctness and validity of modeling and simulation for propeller and dull system. Thus provides a new method for the optimization and design of marine propulsion plant.
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Pham, Minh Triet, Khanh Hieu Ngo, and Tat Hien Le. "Optimal Selection of Marine Propellers Based on Wageningen B-Series." Applied Mechanics and Materials 889 (March 2019): 455–60. http://dx.doi.org/10.4028/www.scientific.net/amm.889.455.

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In the scope of this research, we shall examine the feasibility of applying an optimization method to ship propeller selection. The idea is to model the “traditional” selection process as a constrained optimization problem. Throughout this particular paper, an objective function (propeller performance) is optimized, subjects to a number of constraints imposed by cavitation, required propeller thrust, and available engine power. In the beginning, we select Wageningen’s B-series propellers as our study object because of its fidelity in experimental data, and, for the sake of simplicity, we shall use Sequential Quadratic Programming (SQP) method to solve the optimization problem. By introducing this new approach, we want to exploit the power of numerical machine to deal with a computational challenge; selecting a propeller not only best fits the design requirements but also in a most effective manner. Moreover, this method could be further developed, and be applied to the optimization of ship design.
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Yeo, Kiam Beng, Wen Yee Hau, and Cheah Meng Ong. "Computational Development of Marine Propeller Design." Journal of Applied Sciences 14, no. 10 (2014): 1043–48. http://dx.doi.org/10.3923/jas.2014.1043.1048.

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Yeo, Kiam Beng, and Cheah Meng Ong. "Fixed-pitch Marine Propeller Geometry Design." Journal of Applied Sciences 14, no. 11 (2014): 1131–38. http://dx.doi.org/10.3923/jas.2014.1131.1138.

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Dekanski, C. W., M. I. G. Bloor, and M. J. Wilson. "The Computer-Aided Functional Design of a Marine Propeller." Journal of Ship Research 40, no. 02 (1996): 117–24. http://dx.doi.org/10.5957/jsr.1996.40.2.117.

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An existing propeller geometry is represented mathematically using a method for computer-aided design known as the partial differential equation (PDE) method. Using this method of surface design ensures that the propeller blade is completely defined and controlled by a small set of design parameters. This geometry may be analyzed using a panel method to obtain the flow past the blade, and a performance measure, in this case the efficiency of the propeller, is obtained. Functional design of the propeller is achieved by allowing the design parameters to change. Altering the design parameters will affect the efficiency, and hence the set of design parameters which gives a propeller geometry of maximum efficiency is sought. This is achieved automatically through a numerical optimization routine which alters the design parameters. The advantage of this approach is that complex geometries may be represented in terms of a small parameter set which enables the effective implementation of the optimization routine. Constraints may also be imposed to maintain feasible designs. In the case considered the usual design constraints to delay and restrict the onset of cavitation are imposed. However, additional requirements, requiring in themselves substantial analysis, such as strength of the blade, may be considered.
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Dissertations / Theses on the topic "Marine propeller design"

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Wang, Dazheng. "The development and validation of propeller design methods incorporating new approaches to blade section design." Thesis, University of Newcastle Upon Tyne, 1995. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.261266.

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Mulcahy, Norman Lex Mechanical &amp Manufacturing Engineering Faculty of Engineering UNSW. "Structural design of shape-adaptive composite marine propellers." Awarded By:University of New South Wales. Mechanical & Manufacturing Engineering, 2010. http://handle.unsw.edu.au/1959.4/44629.

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Nickel-Aluminium-Bronze alloy is the most common material for ship propellers but, more recently, composite materials have been used in propeller construction. One of the advantages of the use composite materials for ship propellers is that they allow the possibility of shape-adaptability. A shape-adaptive propeller is one that is designed so that the blades deform with load changes in such a way that the propeller performance is enhanced in comparison to that of a conventional ??rigid?? propeller, e.g. the goal of shape-adaptability may be higher efficiency over a greater range of operating conditions, or reduced cavitation and noise. This shape-adaptability can be achieved through the choice of the appropriate blade geometry, and the optimum arrangement of composite materials. A design method for composite shape-adaptive propellers is developed and tested in this work. The method has a baseline rigid propeller as the starting point. A novel method is used to identify a design condition at which the rigid and flexible propellers have identical shapes, and therefore performance. Optimisation procedures, to find the unloaded shape and composite material properties, are a necessary part of the shape-adaptive propeller design method. A shape-adaptive flexible propeller has generally improved performance compared to that of the baseline rigid propeller. As well, a coupled hydrodynamic/structural analysis is required so that the performance of flexible and rigid propellers can be compared. The results of a study of the twist characteristics of straight and curved cantilever beams with various amounts of skew are reported. The cantilever beams are structural analogues of hydrofoils and propeller blades, and the aim of the study is to identify the desired material and geometrical characteristics for shape-adaptive propellers and hydrofoils. Two case studies, that demonstrate the developed design procedures, are described: Design of a flexible hydrofoil, and Design of a flexible propeller. In both cases, the desired shape-adaptive behaviour is achieved but the performance gains are small. It is felt that the example structures do not have sufficient flexibility to take full advantage of shape-adaptability. Possible means of achieving greater flexibility are optimisation of the baseline shape (planform and thickness distribution) for flexibility, and selection of composite materials that maximise flexibility, within the strength requirements. An expression is developed for estimating the efficiency gain of a shape-adaptive propeller operating at the design condition in a ship??s wake. Calculations show that, even for what is considered to be a relatively flexible propeller, the expected efficiency gains are small (< 1%). However, small gains in efficiency across the range, can be significant for the operation of a ship. Furthermore, efficiency gains are higher at off-design conditions as a shape-adaptive design broadens the efficiency curve.
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Güner, Mesut. "A rational approach to the design of propulsors behind axisymmetric bodies." Thesis, University of Newcastle upon Tyne, 1994. http://hdl.handle.net/10443/3118.

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In the context of "Lifting Line Methodology", this thesis presents a rational approach to Marine Screw Propeller design and its applications in combination with a "Stator" device for further performance improvement. The rational nature of the approach is relative to the Classical Lifting Line procedure and this is claimed by more realistic representation of the propeller slipstream tube which contracts in radial direction along the tube at downstream. Therefore, in accordance with the Lifting Line Methodology, the design procedure presented in this thesis involves the representation of the slipstream shape by a trailing vortex system. The deformation of this system is considered by means of the so-called "Free Slipstream Analysis Method" in which the slipstream tube is allowed to deform and to align with the direction of local velocity which is the sum of the inflow velocity and induced velocities due ,to the trailing vortices. This deformation is neglected in the Classical Lifting Lin~ approach. The necessary flow field data or the wake for the design is predicted by using a three-dimensional "Panel Method" for the outer potential flow, whilst a "Thin Shear Layer Method" is used for the inner boundary layer flow. The theoretical procedures in both methods neglect the effect of the free surface and therefore the implemented software for the flow prediction caters only for deeply submerged bodies. However, the overall design software is general and applicable to surface ships with an external feedback on the wake. Since the realistic information on the slipstream shape is one of the key parameter in the design of performance improvement devices, the proposed design methodology has been combined with a stator device behind the propeller and the hydrodynamic performance of the combined system has been analysed. The design analysis involved the torque balancing characteristics of the system and the effects of systematic variations of the key design parameters on the performance of torpedo shape bodies and surface ships at varying loading conditions. The ·overall conclusions from the thesis indicate that a more realistic representation of the slipstream shape presents a higher efficiency in comparison to the regular slipstream shape assumption, in particular for heavily loaded propellers. Moreover, this representation is essential for sound design of the stator devices as it will determine the radius of the stator. From the investigation on the stator it was found that the undesirable effect of the unbalanced propeller torque can be avoided by the stator. The efficiency of the system will increase with the increase in the number of stator blades and the distance between the stator and the propeller over a practical range of the design parameters. It is believed that the procedure and software tool provided in this thesis could provide the designer with capability for more sound propeller and the stator design for, partly, surface ships and for submerged ships in particular torpedos, Autonomous Underwater Vehicles (AUV) and submarines. Although the improvement gained by the present procedure will be accompanied by an increase in computer time, this is not expected to be a major problem considering the enormous power of existing computers. In fact, this has been the major source of encouragement for the recommendation in this thesis to improve the present procedure by using the "Lifting Surface Methodology" as the natural extension of the Lifting Line Methodology.
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Roddis, Mark Edward. "On the inverse design of marine ducted propulsor blading." Thesis, University College London (University of London), 1994. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.265865.

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Prasetyawan, Ika. "On the use of B-spline technique in geometry and hydrodynamics of marine propellers." Thesis, University of Newcastle Upon Tyne, 2003. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.275522.

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Webster, John Ackroyd III. "Design and Analysis of Low Reynolds Number Marine Propellers with Computational Fluid Dynamics (CFD) Transition Modeling." Diss., Virginia Tech, 2019. http://hdl.handle.net/10919/93038.

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Small-scale marine propellers operate at low Reynolds numbers, where laminar-turbulent transition of the boundary layer can impact the distributions of pressure and shear stress on the blade surface. Marine propellers operating at low Reynolds numbers are subject to laminar-turbulent transition of the boundary layer, which impacts the distributions of pressure and shear stress on the blade surface. To design efficient propellers for operation at low Reynolds numbers, transitional effects must be included in the evaluations of propeller performance. In this work, transition modeling techniques in Reynolds Averaged Navier- Stokes computational fluid dynamics (RANS CFD) are utilized to evaluate and design propellers operating at low Reynolds numbers. The Galilean invariant γ transition model with an extension for crossflow transition is coupled to the SSG (Speziale, Sarkar, Gatski) /LRR (Launder, Reece, Rodi) -ω Reynolds stress transport turbulence model, with validation cases performed for flate plate boundary layers, 2-dimensional airfoils, a 3-dimensional wing, and 6:1 prolate spheroids. The performance of the coupled SSG/LRR-ω-γ Reynolds stress transition model for propellers with flow transition is then evaluated using experimental surface streamline and force data from four model-scale marine propellers. A method for the design of low Reynolds number marine propellers is presented using a transition-sensitive lifting line method coupled with the panel method code XFOIL. Initial geometries generated using the lifting-line method are then optimized in RANS CFD using the 2 equation γ-Reθ transition model and an adjoint method to warp the propeller shape to improve the efficiency. Two design studies are performed, including an open water propeller, and a propeller designed for a small autonomous underwater vehicle.<br>Doctor of Philosophy<br>Small-scale marine propellers exhibit transition from laminar to turbulent flow in the region near the surface of the blades. Regions of laminar and turbulent flow on the blade surface contribute differently to the overall thrust and torque on the propeller. Prediction of flow transition in the design process for small-scale marine propellers can improve the accuracy of the thrust and torque prediction compared to modeling the flow as purely laminar or turbulent. Propeller thrust and torque can be modeled using computational fluid dynamics (CFD) simulations, where transition modeling is accomplished by solving a transport equation for the intermittency γ, which represents the percentage of time the flow in a given location is turbulent. In this work, a transition model is coupled to a high-fidelity full Reynolds stress turbulence model, which solves 6 transport equations to solve for each component of the Reynolds stress tensor. The Reynolds stress tensor represents the turbulent velocity fluctuations in the governing equations solved in the CFD simulation. This coupled transition and turbulence model is then validated using experimental results of flows with a number of different transition mechanisms. The coupled model is then tested with a series of model-scale propellers, with results of the CFD simulations compared to the experimental results. A method for the design of propellers with flow transition is presented which incorporates transition effects. The designs generated by this method are then optimized in a CFD framework which morphs the blade geometry to improve the ratio of the thrust produced by the propeller to the torque, which corresponds to a higher efficiency. Two design cases are presented: a propeller designed for open water operation, and a propeller design for a small autonomous underwater vehicle.
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Diniz, Giovani. "A fully numerical lifting line method for the design of heavily loaded marine propellers with rake and skew." Thesis, Massachusetts Institute of Technology, 2015. http://hdl.handle.net/1721.1/100140.

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Thesis: S.M. in Naval Architecture and Marine Engineering, Massachusetts Institute of Technology. Department of Mechanical Engineering, 2015.<br>Cataloged from PDF version of thesis.<br>Includes bibliographical references (pages 85-86).<br>This thesis aims to give a contribution to the design of heavily loaded marine propellers by numerical methods. In this work, a wake-adapted, fully numerical, lifting line model is used to obtain the optimum circulation distribution along the propeller's blade via variational method, presented by Coney [9]. In this context, two approaches to the representation of the wake field are compared: the first approach utilizes Betz's condition for moderately loaded propellers, in which the wake is aligned with the hydrodynamic pitch angle. The second approach, in which the wake is aligned with the local velocities, utilizes Kutta's Law to create a zero-lift wake surface. A thorough comparison of the influence of the effect of tip vortex roll-up is done. A lifting surface method with fully aligned wake is developed and used to correct the optimum distribution of pitch and camber obtained by the new lifting line method. The resulting geometries, operating under heavily-loaded conditions, are submitted to a preliminary analysis in a boundary element-based potential flow code to verify the consistency of the results. This analysis confirms the better results obtained with the fully numerical lifting line model and the variations between the approaches in terms of circulation and pitch angle observed in the lifting line results are verified. Finally, the performance of propeller geometries generated with the approaches studied in this work are compared by high fidelity RANSE analysis. The CFD simulations confirm the higher accuracy of the method in which the wake geometry is aligned with the local velocities in terms of fulfillment of thrust requirement.<br>by Giovani Diniz.<br>S.M. in Naval Architecture and Marine Engineering
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Menéndez, Arán David Hernán. "Hydrodynamic optimization and design of marine current turbines and propellers." 2013. http://hdl.handle.net/2152/21497.

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This thesis addresses the optimization and design of turbine and propeller blades through the use of a lifting line model. An existing turbine optimization methodology has been modified to include viscous terms, non-linear terms, and a hub model. The method is also adapted to the optimization of propellers. Two types of trailing wake geometries are considered: one based on helical wakes which are aligned at the blade (using the so-called "moderately loaded propeller'' assumption), and a second one based on a full wake alignment model in order to represent more accurately the wake geometry and its effect on the efficiency of the rotor. A comparison of the efficiencies and the loading distributions obtained through the present methods is presented, as well as convergence and numerical accuracy studies, and comparisons with existing analytical results. In the case of turbines, various types of constraints are imposed in the optimization method in order to avoid abrupt changes in the designed blade shape. The effect of the constraints on the efficiency of the turbines is studied. Once the optimum loading has been determined, the blade geometry is generated for given chord, thickness and camber distributions. Finally, a low-order potential-based boundary element method and a vortex-lattice method are used to verify the efficiency of the designed turbines.<br>text
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Liu, Siyang. "Model-based design of hybrid electric marine propulsion system using modified low-order ship hull resistance and propeller thrust models." Thesis, 2020. http://hdl.handle.net/1828/12518.

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Transportation is a primary pollution source contributing to 14 percent of global greenhouse gas emissions, and 12 percent of transportation emissions came from maritime activities. Emissions from the ferry industry, which carries roughly 2.1 billion passengers and 250 million vehicles annually, is a major concern for the general public due to their near-shore operations. Compared to the rapidly advancing clean automotive propulsion, fuel efficiency and emissions improvements for marine vessels are more urgent and beneficial due to the significantly higher petroleum fuel consumption and heavy pollutants and the relatively slow adoption of clean propulsion technology by the marine industry. Hybrid electric propulsion, proven to be effective for ground vehicles, presents a promising solution for more efficient clean marine transportation. Due to the diversified hull/propulsor design and operation cycle, the development of a hybrid electric marine propulsion system demands model-based design and control optimization for each unique and small batch production vessel. The integrated design and control optimization further require accurate and computation efficient hull resistance and propulsor thrust calculation methods that can be used to predict needed propulsion power and gauge vessel performance, energy efficiency, and emissions. This research focuses on improving the low-order empirical hull resistance and propulsor thrust models in the longitudinal direction by extracting model parameters from one-pass computational fluid dynamics (CFD) simulation and testing the acquired models in integrated design optimization of the marine propulsion system. The model is implemented in MATLAB/Simulink and ANSYS Aqwa and validated using operation data from BC Ferries’ ship Tachek. The modified low-order model (M-LOM) is then used in the integrated optimizations of propulsion system component sizes and operation control strategies for another BC Ferries’ ship, Skeena Queen. The performance, energy efficiency, and emissions of various propulsion options, including nature gas-mechanical and natural gas-electric benchmarks, and hybrid electric alternatives of series hybrid, parallel hybrid, and battery/pure electric are compared to demonstrate the benefits of the new method in completing these complex tasks and hybrid electric marine propulsion. The research forms the foundation for further studies to achieve more accurate propulsion demand prediction and a more comprehensive lifecycle cost assessment of clean marine propulsion solutions.<br>Graduate
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Grant, Michael. "New modelling and simulation methods to support clean marine propulsion." Thesis, 2021. http://hdl.handle.net/1828/13308.

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The marine industry has increased its adoption of pure-electric, diesel-electric, and other non-traditional propulsion architectures to reduce ship emissions and fuel consumption. While these technologies can improve performance, the design of a propulsion system becomes challenging, given that no single technology is superior across all vessel types. Furthermore, even identical ships with different operating patterns may be better suited to different propulsion technologies. Addressing this problem, previous research has shown that if key elements of a vessel's operational pro file are known, simulation and optimization techniques can be employed to evaluate multiple propulsion architectures and result in a better propulsion system design and energy management strategy for a given vessel. While these studies have demonstrated the performance improvements that can be achieved from optimizing clean marine propulsion systems, they rely on vessel operational profiles obtained through physical measurement from existing ships. From a practical point of view, the optimization of a vessel's propulsion system needs to occur prior to a vessel's construction and thus precludes physical measurement. To this end, this thesis introduces a marine simulation platform for producing vessel operational profiles which enable propulsion system optimization during the ship design process. Core subsystem modules are constructed for simulating ship motions in 3 degrees of freedom and result in operational profile time-series, including propulsion power. Data is acquired from a benchmark vessel to validate the simulation. Results show the proposed approach strikes a balance between speed, accuracy, and complexity compared with other available tools.<br>Graduate
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Books on the topic "Marine propeller design"

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Mackay, Michael. Design of marine propeller blade sections with thickened leading edges. Defence Research Establishment Atlantic, 1991.

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Jarzyna, Henryk. Design of marine propellers: Selected problems. Zakład Narodowy im. Ossolińskich, 1996.

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Douwe, Stapersma, ed. Design of propulsion and electric power generation systems. IMarEST, Institute of Marine Engineering, Science and Technology, 2002.

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Woud, Hans Klein. Design of propulsion and electric power generation systems. IMarEST, Institute of Marine Engineering, Science and Technology, 2002.

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Woud, Hans Klein. Design of propulsion and electric power generation systems. IMarEST, Institute of Marine Engineering, Science and Technology, 2002.

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Jackson, Douglas H. Detailed Design of Marine Screw Propellers (Propulsion Engineering Series) (Propulsion Engineering). Wexford College Press, 2006.

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Edwards, Emory. Modern American Marine Engines, Boilers and Screw Propellers: Their Design and Construction, Showing the Present Practice of the Most Eminent Engineers and Marine Engine Builders in the United States. Franklin Classics, 2018.

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Book chapters on the topic "Marine propeller design"

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Segawa, Kohei, Takehiro Ikeda, Satoko Ando, and Koyu Kimura. "Marine Propeller Optimum Design in Wake Flow of Energy Saving Device." In Lecture Notes in Civil Engineering. Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-4624-2_27.

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Carlton, J. S. "Propeller Design." In Marine Propellers and Propulsion. Elsevier, 2012. http://dx.doi.org/10.1016/b978-0-08-097123-0.00022-8.

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Carlton, J. S. "Propeller Design." In Marine Propellers and Propulsion. Elsevier, 2019. http://dx.doi.org/10.1016/b978-0-08-100366-4.00022-5.

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Carlton, JS. "Propeller design." In Marine Propellers and Propulsion. Elsevier, 2007. http://dx.doi.org/10.1016/b978-075068150-6/50024-3.

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"Influence of propeller characteristics on propeller structural design." In Towards Green Marine Technology and Transport. CRC Press, 2015. http://dx.doi.org/10.1201/b18855-11.

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"Rudder and propeller design software." In Marine Rudders and Control Surfaces. Elsevier, 2007. http://dx.doi.org/10.1016/b978-075066944-3/50016-0.

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Molland, A. F., S. R. Turnock, and J. E. T. Smithwick. "Design Studies of the Manoeuvring Performance of Rudder-Propeller Systems." In Developments in Marine Technology. Elsevier, 1998. http://dx.doi.org/10.1016/s0928-2009(98)80225-4.

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"Fuel consumption and exhaust emissions reduction by dynamic propeller pitch control." In Analysis and Design of Marine Structures. CRC Press, 2009. http://dx.doi.org/10.1201/9780203874981-71.

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Guedes Soares, C., and Massimo Figari. "Fuel consumption and exhaust emissions reduction by dynamic propeller pitch control." In Analysis and Design of Marine Structures. CRC Press, 2009. http://dx.doi.org/10.1201/9780203874981.ch60.

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Giallanza, Antonio, Ferdinando Morace, and Giuseppe Marannano. "Design of a Close Power Loop Test Bench for Contra-Rotating Propellers." In Progress in Marine Science and Technology. IOS Press, 2020. http://dx.doi.org/10.3233/pmst200042.

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The aim of the research is to develop an azimuthing contra-rotating propeller for commercial applications with a power of 2000 kW. The thruster system is designed especially to be installed on high speed crafts (HSCs) for passenger transport with a cruising speed of about 35–40 knots. The topic is very useful because the azimuth thruster solutions currently do not find commercial applications in naval units for passenger transport. The latter are heavy, not very efficient from a hydrodynamic point of view and suitable for maximum cruising speed of about 18–20 knots. The study is interesting because among the advantages that these solutions provide are the possibility of transmitting very high torques and to guarantee a much longer life cycle. In more detail, the propulsion is realized by using a C-drive configuration, with a first mechanical transmission realized by using bevel gears mounted in a frame inside the hull, and a second transmission realized by bevel gears housed in a profiled hull at the lower end of a support structure. In the profiled hull will be installed the shafts of the propellers, in a contra-rotating configuration. In order to optimize the system before its industrial use, a close power loop test bench has been studied and designed to test high power transmissions. The test configuration allows to implement a back-to-back connection between two identical azimuthing contra-rotating propellers. Moreover, the particular test bench allows to size the electric motor simply based on the dissipated power by the kinematic mechanisms. Since the efficiency of these systems are very high, it is not necessary to use large electric motors, thus managing to contain the operating costs of the testing phase. The most significant disadvantage is the need to have two identical transmissions with consequent increase in installation costs. Through the back-to-back test bench it was possible to study the increase in efficiency compared to traditional systems.
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Conference papers on the topic "Marine propeller design"

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Youn, Jae-Woong, Yongtae Jun, and Sehyung Park. "A Dedicated CAD/CAM System for 5-Axis Machining of Marine Propeller." In ASME 2001 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/detc2001/dac-21077.

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Abstract The manufacture of a marine propeller typically requires long lead-time to generate 5-axis tool paths. It usually takes several days to manufacture a satisfactory propeller with a general purpose CAD/CAM system. This paper proposes a novel methodology for tool path generation of 5-axis machining of marine propellers. Using the geometric characteristics of propellers, the system first computes check vectors and then generates interference-free tool paths. An iterative NURBS modeling technique is used to improve the accuracy of the models and to increase the productivity. The system has been implemented with C++ and OpenGL graphic library on the Windows system. The system validation and sample results are also given and discussed.
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Cavada, Javier, and Fernando Fadón. "Robotic Solutions Applied to Production and Measurement of Marine Propellers." In ASME 2012 11th Biennial Conference on Engineering Systems Design and Analysis. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/esda2012-82384.

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Over the past decades, robots have emerged as a valuable technological solution for multiple highly complex industrial processes, and the manufacture of marine propellers has not been an exception. Majority of the propellers being produced worldwide are custom-designed products aiming to satisfy each ship’s propulsion requirements. Such geometrical diversity is a considerable challenge when traditionally manual manufacturing processes like hand-grinding and polishing need to be automated. In several market-leading propeller manufacturers within Europe and Asia, industrial robots are being applied for widely diverse operations such as milling polystyrene blocks to make moulding patterns, grinding out the excess material in the blade surfaces, or polishing the complete propellers’ surface before their final verification. Propeller blades are customized products, formed by curved and warped surfaces, requiring minimum 5 axes to be smoothly polished, and this can be easily achieved with a robot cell where the CAD/CAM data coming from the individual design are directly translated into robotic parameters. While this solution has demonstrated to be perfectly capable to comply with the marine propellers finishing tolerances, which are internationally defined by ISO 484 standard rules [6], robotic solutions for propeller measurement have not been successfully implemented within this specific industry due to reasons like lack of accuracy and repeatability. This paper analyses the root causes behind this problem, identifying the calibration process, the cell alignment method and the tool positioning as the principal factors resulting in this low measuring repeatability. Findings explained by the authors are the outcome of several practical measuring tests made on real marine propellers within ABB and Fanuc robot cells. This paper concludes offering solutions to reduce the inaccuracies caused by the mentioned factors, and recommending what type of marine propellers are more suitable to be measured with industrial robots, on the basis of ISO 484 requirements for each customized design. Moreover, suggestions for further research on this specific measuring application are provided in the concluding chapter.
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Cavada, Javier, and Fernando Fadón. "Application of Laser Technology for Measurement and Verification of Marine Propellers." In ASME 2012 11th Biennial Conference on Engineering Systems Design and Analysis. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/esda2012-82383.

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Marine propellers are geometrically complex elements, formed by multiple blades and one central hub. Their measurement during manufacturing process will determine their future performance. The state-of-the-art measurement methods used in the majority of the propeller manufacturers require physical contact between the measuring tool and the surface. In front of these excessively rigid and inflexible mechanical system, Laser scanning offers a vast number of advantages for marine propeller measurement like high precision and small size of the equipment required, and this paper describes several practical tests carried out on real propellers. Besides these multiple advantages, this paper identifies a remarkable list of constraints found during measuring tests, caused in principal by the high sensitivity of laser scanners to vibrations, noise, roughness, reflections and metallic particles floating in the air. This paper concludes offering detailed recommendations for the application of laser techniques in propellers verification, as well as suggestions for further research.
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Hiekata, K., H. Yamato, W. Oishi, Y. Sasaki, and K. Sato. "A Knowledge Management Framework for Marine Propeller Design." In International Conference on Computer Applications in Shipbuilding. RINA, 2007. http://dx.doi.org/10.3940/rina.iccas.2007.04.

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Joshi, Nilima C., and Ayaz J. Khan. "Investigation of Mathematical Model of Turbulent Flow for Marine Propeller." In SNAME 5th World Maritime Technology Conference. SNAME, 2015. http://dx.doi.org/10.5957/wmtc-2015-138.

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ost of the flow phenomena important to modern technology involve turbulence. Propellers generally operate in the very complex flow field that may be highly turbulent and spatially non-uniform. Propeller skew is the single most effective design parameter which has significant influence on reducing propeller induced vibration. Up to date applications of propeller skew does not has a specified criteria for any turbulent model. This paper deals with the model which explains the effect of propeller skewness on hydrodynamic performance related to study of turbulent model via mathematical and numerical modeling. The simulation work is carried out using ANSYS-FLUENT software.
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Tsay, Der-Min, Hsin-Pao Chen, Sa´ndor Vajna, and Michael Schabacker. "Benefit Evaluation for Manufacturing of Marine Propellers." In ASME 2008 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/detc2008-49639.

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To increase productivity of marine propellers by raising machining efficiency, this paper presents the zigzag/spiral tool paths generation algorithm based on the arc base curve approach for three-axis machining of curved surfaces of propellers. By considering the shapes of selected cutters with different types of tool paths generated by the proposed procedure, machining efficiency can be calculated and simulated. To verify the accuracy and effectiveness of the developed approach, numerical and experimental results of machining of propeller surfaces are compared. It was proved that the machining time can be cut down up to 19% by using zigzag tool paths with a toroidal cutter. In addition, the machining knowledge revealed here can be accumulated for benefit evaluation in the manufacturing process with existing CAD/CAM systems. From the cost model, design, and process views, the overall cost savings after 5 years are investigated, and the expected benefit yield is about 45%.
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Chreim, Jose Rodolfo, Marcos de Mattos Pimenta, Joao Lucas Dozzi Dantas, Gustavo R. S. Assi, and Eduardo Tadashi Katsuno. "Development of a Lifting-Line-Based Method for Preliminary Propeller Design." In ASME 2018 37th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/omae2018-77995.

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A novel formulation for marine propellers based on adaptations from wing lifting-line theory is presented; the method is capable of simulating propellers with skewed and raked blades. It also incorporates the influence of viscosity on thrust and torque from hydrofoil data through a nonlinear scheme that changes the location of the control points iteratively. Several convergence studies are conducted to verify the different aspects of the numerical implementation and the results indicate satisfactory convergence rates for Kaplan, KCA, and B-Troost propellers. It is expected that the method accurately describes thrust, torque, and efficiency under the moderately loaded propeller assumption.
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Ashok, Kumar S., Subramanian V. Anantha, and R. Vijayakumar. "Numerical Study on the Performance Analysis and Vibration Characteristics of Flexible Marine Propeller." In ASME 2020 39th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/omae2020-18538.

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Abstract This paper addresses the hydro-elastic performance of two composite marine propellers at operating condition and compares the results with conventional materials. The study involves three stages namely, design and development of a B series propeller, hydrodynamic and structural performance analysis in uniform flow and free vibration test both in dry and wet condition. In order to perform the hydro-elastic based fluid structure interaction (FSI), Co-Simulation method was adopted to couple Reynolds Averaged Navier-Strokes Equation (RANSE) based Computational Fluid Dynamics (CFD) solver and finite element method (FEM) solvers. The open water characteristics such as thrust coefficient (KT), torque coefficient (KQ), and open water efficiency (ηO) were analyzed as a function of advance velocity (J) of the propeller. A detailed study of the various blade materials by varying mechanical properties are presented. The results obtained show the variation of stress and deflection on the blade, along with the influence of the blade deformation on the performance of propeller. The vibration behaviour of the propellers were also analysed by Block-Lanczos method in FEM solver to obtain the natural frequencies and the mode shapes using Acoustic Fluid-Structure Coupling method for both dry and wet condition. Results showed that composite propeller have better hydro-dynamic property and lower vibration than metal propeller.
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Oneto, Luca, Francesca Cipollini, Leonardo Miglianti, et al. "Deep Learning for Cavitating Marine Propeller Noise Prediction at Design Stage." In 2020 International Joint Conference on Neural Networks (IJCNN). IEEE, 2020. http://dx.doi.org/10.1109/ijcnn48605.2020.9207003.

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Marti´nez-Calle, Julia´n, Laureano Balbona-Calvo, Jose´ Gonza´lez-Pe´rez, and Eduardo Blanco-Marigorta. "An Open Water Numerical Model for a Marine Propeller: A Comparison With Experimental Data." In ASME 2002 Joint U.S.-European Fluids Engineering Division Conference. ASMEDC, 2002. http://dx.doi.org/10.1115/fedsm2002-31187.

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The open water model tests technique is well known and commonly used to predict propellers performance. In this paper, a quite different approach is intended and the main propeller variables are numerically modelled using a finite volume commercial code. Particularly, a fishing-boat propeller is numerically treated using a three-dimensional unstructured mesh. Mesh dependency and different turbulent models are considered together with an sliding technique to account for the rotation. Typical turbomachinery boundary conditions for a volume containing the propeller are imposed (inlet velocity and outlet static pressure). In order to get the open water test performance coefficients for the considered propeller (KT, KQ, η), different advance coefficient (J) are imposed as boundary conditions for the numerical model. The results of such simulations are compared with experimental data available for the open water tests of the propeller. Once the model is validated with the experimental data available, a wake field simulation would be possible and would lead to the definition of the fluid-dynamic variables (pressure, iso-velocity maps, etc.) which are needed during any design process. Also some comparisons with real scale thrust measurements are intended.
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